Elevator systems



Dec. 20, 19,55 w. M. osTRANDl-:R

ELEVATOR SYSTEMS Filed Nov. 26, 1954 7 Sheets-Sheet l DeC- 20, 1955 w. M. osTRANDER 2,727,592

ELEVATOR SYSTEMS Filed Nov. 26, 1954 7 sheets-sheet 2 INVENTOR William MOsrronder.

ATTORNEY Dec. 20, 1955 w. M. OSTRANDER ELEVATOR SYSTEMS 7 Sheets-Sheet 3 Filed Nov. 26. 1954 mv I I I l I I I I l l I l I l l ITATTQ mv .mv N|m D llll llllllef .I QQJIMQ no vo D mo wo D ND mD .v3

:llll

Fig.2A.

Dec. 20, 1955 Filed Nov. 26. 1954 W. M. OSTRANDER ELEVATOR SYSTEMS 7 Sheets-Sheet 4 Dec. 20, 1955 w. M. OSTRANDER ELEVATOR SYSTEMS 7 Sheets-5heet 5 Filed Nov. 26, 1954 X iv A@ w U a W MX mx mx mxwdwx z x l if! z, m? nii@ 2m s n; n?, @s on o 2 e E L.

A 3 al zg@ gm .nr mov l i i I |l l i T? E@ Ev 2m@ maw 1 l I I l l imlilolnm 5N DN man |ll||| IQ/rllnm Sm zmnm mbv .IIILPTUIEDQ 5v zmnv maf l; n pl g mmm ma @ma ma ma ma ELEVATOR SYSTEMS 7 Sheets-Sheet 7 Filed Nov. 26. 1954 x IIMJIIIQY; x

United States arent ELEVATR SYSTElViS William M. Ostrauder, Eacltensack, J., assigner to Westinghouse Electric Corporation, East Pittsburgh, Pa,v a sommation. af. Pennsylvania Application November 26, 1954, Serial No. 471,165 1,3 Claims. (Cl, iwf-2,9.)

This invention relates to elevator systems, and it has particular relation to elevator systems which are designed for operation without car "attendants,-

Although aspects of the invention may be employed in elevator systems having car attendants, the invention is particularly desirable for elevator systems of the automatic type which do not'have car attendants. For this reason, the invention will be discussed with particular reference to such operatorless systems.

ln modern elevator systems, it is the practice to provide call means at least at the intermediate landings or floors served by the' elevator car, or cars, of the system which may be* operated by intending passengers for the purpose of registering calls for elevator service. Although a single call means may be located at each of 'the intermediate floors or landings, it isV common practice to employ separate up callmeans for registering calls for elevator service in the up direction and down call means for registering calls for elevator service in the down direction; v 'I When an elevator car stops in response to an operated call means in response to a call registered by the call means, such call means is generally cancelled or reset. lf the elevator car is unable to receive all of the intending passengers located at the floor or landing at which the elevator' car has stopped, the elevatoncar departs from the licor leaving the excess intending passengers behind. However, since the call has been cancelled, no succeeding elevator car will stop at the door for the purpose of providing elevator service for these excess intending passengers.

The excess intending passengers, of course, may reregister the call for elevator service. However, in many cases, they overlook the necessity for such reregistration and, consequently, do n ot receive reasonably prompt elevator service. 4 One possible solution for the problem is to instruct an elevator car attendant to' reregister a call forrelevator service under lthe aforesaid circumstances.` l places an. additional burden on the car attendant and relies on his memory. Furthermore, such a solution is not satisfactory for an elevator system which does not emlploy car attendants. Tn 4accordance with the invention, an elevator system is provided wherein a call for elevator service is`automatically reregistered if lau elevator car has stopped at apoor and is unable to receive all intending passengers awaiting elevator service at the oor.

It is, therefore, an object of the invention to provide an improved elevator system, wherein a call for elevator service at a iioor which is responded to by an elevator car is reregstered if the elevator car is unable to receive all intending passengers awaiting service Aat such oor. l

Other objects of the invention will be apparent from the' following'description taken in conjunction with the accompanying drawings, in which: i

Figure 1 is a schematic view with parts in elevation 2 and parts broken away of an elevator system which may embody the invention;

Fig. 1A is a view in Section showing an elevator car employed in Fig. 1 associated with a hoistway;

Figs. 2:, 3, and 4 are` schematic views including circuits in straight-line form of a control system embodying the invention;

Fila-v ZA, 3A, and 4A are key representations Ot electromagnetic relays and switches employed in the circuits of Figs. 2, 3 and (-1.v lf- Figs. 2, 3, and 4 are horizontally aligned respectively with Figs. 2A, 3A, and 4A, it will be found that coils and contactsl of the switches and relays appearing in the key representations are horizontally alignedk with the orlfesponding coils and contacts shown in these circuits'. v v

Although the invention may be incorporated in an elevator system employing various numbers of elevator cars serving buildings or structures having various numbers of floors, the invention can be described adequately with reference to an elevator system having four elevator cars serving a building having ve floors. The elevator cars may be dispatched from any desired iioors. The elevator cars will be assumed to be dispatched from the rst floor and the upper terminal or fifth Hoor.

Because of the complexity of such'systems, certain conventions have been adopted.y The elevator cars will be identified by the reference characters A, B, C, and D. Since the circuits for the cars are similar, substantially complete circuits are shown for the cars A and B. Components associated with the cars C and D are discussed only as required.

Components associated with the elevator cars B, C, and D which correspond to a component of the elevator car A are identified by the same reference character employed for the component of the elevator car A preceded by the letters B, C, and D, respectively. For example, the reference characters U, BU, CU, and DU designate up switches, respectively, forl the elevator cars A, B, C and D. The discussion will be directed primarily to the apparatus and circuits' for the elevator car A.

The various relays and switches employed in the circuits may have break or back contacts which are closed when the relay is deenergized and dropped out. The break contacts are open when the relays or switches are energized and picked up.

The relays and switches also may have front or make contacts which are opened when the switches and relays are deenergized and dropped out. These contacts are closed when the switches and relays are energized and picked up. In the drawings the various switches and relays are shown insofar as possible in their deenergized and dropped-out conditions.

Eachset of the contacts associated with a relay or switch is identified by the reference character associated with the relay or switch followed by a numeral identifying the specific set of contacts. Thus, the reference characters U1, U2 and U3 designate, respectively, the rst, second and third sets of contacts of the up switch U.

In order to facilitate the presentation of the invention, the apparatus shown in the tgures'will be briefly set forth, and the operation of the complete system thereafter will be discussed. The system'includes in part the following apparatus:

E Slowdown in'ductor relay.

n APPARATUS SPECIFIC TO CAR A-Continued F Stopping inductor relay. W Up-preference relay. X Down-preference relay. 70T Timing relay. TT Car-call stopping relay. K Floor-call stopping relay. 80 Main starting relay. L Car-position relay. N Loading relay. S Auxiliary starting relay. 40 Door relay. 45 Door-control relay. DC Door-close solenoid. DO Door-open solenoid.

PB By-pass relay.

APPARATUS COMMON TO ALL CARS 2DR to SDR Down floor-call storing relays. ZUR to 4UR Up floor-call storing relays.

Figure 1 Fig. 1 illustrates the structural relationships of the elevator cars A, B and associated apparatus with reference to the building structure which the elevator cars are intended to serve.

The elevator car A and a counterweight 10 are secured to opposite ends of a rope or cable 11 which passes over a sheave 13. The sheave 13 is mounted on the shaft 14 of an elevator driving motor 15. The shaft 14 also carries a brake drum 16 with which a brake 17 of the conventional spring-applied electricallyreleased type is associated. The motor 15 is secured to the oor 18 of a penthouse located in the structure which the elevator car is intended to serve.

ln order to simplify the association of control circuits with the elevator car A, a control device 19 is provided which is operated in accordance with a function of the movement of the elevator car A. In the specific embodiment of Fig. 1, the control device takes the form of a tloor selector which includes an insulating panel 20 and a brush carriage 21. A screw 22 is mounted for rotation relative to the panel 20. This screw conveniently may be coupled through suitable gearing to the shaft 14 for rotation in accordance with movement of the elevator car A.

The brush carriage 21 is in threaded engagement with the screw 22. As the elevator car A moves upwardly, the brush carriage 21 is moved upwardly but at a rate much slower than the rate of movement of the elevator car. Similarly, when the elevator car A moves downwardly, the brush carriage 21 also moves downwardly at a slower rate.

The panel 20 carries a plurality of contact segments which are insulated from each other. Thus, the contact segments a2 to a5 are arranged in a row on the panel 20. As the elevator caiproceeds upwardly from Vthe basement, a brush 23 mounted on the carriage 21 successively engages the contact segments a2 to a5, as the elevator car approaches respectively the oors 2 to 5 of the structure. It will be understood that the contact segments a2 to a5 are spaced from each other in accordance with the spacings of the floors. Each numeral indicates the iloor with which the contact segment is associated. As will be pointed out below, these contact segments are employed with circuits controlling the stopping of the elevator car during up travel in response to car calls.

As a further example, the panel 20 has a single contact segment e1 which is engaged by a brush 24 mounted on the carriage 21 only when the elevator car A is adjacent the rst or dispatching oor. As will be pointed out below, this contact segment is employed in controlling the operation of a dispatching device.

It will be understood that a number of rows of Contact segments and a number of brushes may be employed in the iloor selector. However, the foregoing discussion is believed suicient to illustrate the mechanical relationships of these contact segments and brushes.

A plurality of mechanical switches ZPO to 4PO, respectively, for the second to third floors have cam followers positioned to be actuated by the carriage 21. These switches are biased to open condition. Each of the switches is closed by the carriage 21 when the elevator car is at the oor for which the switch is provided.

Certain apparatus is mounted on or in the elevator car A. Thus, car-call buttons 2c to 4c are provided for registering car calls for the second, third, and fourth floors, respectively.

A slowdown inductor relay E is provided for the purpose of initiating a slowdown of the elevator car A as it approaches a floor at which it is to stop. The inductor relay may be of conventional construction and includes two sets of break contacts E1 and E2. When the coil of the inductor relay E is energized, the contacts remain in the positions illustrated in Fig. 1 until the relay is adjacent an inductor plate located in the hoistway of the elevator car A. For example, when the coil of the inductor relay E is energized and the inductor relay is adjacent the magnetic plate UEP for the second floor, the magnetic circuit is completed, which results in opening of the break contacts E1. When open, the contacts remain open until the coil of the inductor relay E is deenergized. The inductor plate UEP is positioned to be reached by the inductor relay E as the elevator car approaches the second iloor for the purpose of initiating slowdown of the elevator car. It will be understood that a similar inductor plate is similarly associated with each of the floors at which the elevator car is required to stop during up travel.

lf the coil of the inductor relay E is energized during down travel of the elevator car, and if the relay reaches the inductor plate DEP for the second floor, a magnetic circuit is completed which results in opening of the break contacts E2. When opened, the contacts remain open until the coil is deenergized. The inductor plate DEP is so positioned that it initiates slowdown of the elevator car A a suitable distance from the second floor. A similar inductor plate would be similarly associated with each of the floors at which the elevator car A is to stop during down travel.

The elevator car A also carries a stopping inductor relay F which is similar in construction to the inductor relay E. This relay is employed for initiating a stopping operation of the elevator car A. The stopping inductor relay F cooperates with inductor plates UFP and DFP in a manner which will be clear from the discussion of the cooperation of the slowdown inductor relay with the inductor plates UEP and DEP. lf the coil of the relay F is energized and if the elevator car is to stop at the second tioor while traveling up, when the inductor relay F reaches the inductor plate UFP a magnetic circuit is completed which results in opening of the break contacts F1. This initiates a stopping operation of the elevator car. An inductor plate similar to the plate UFP is similarly associated with each of the floors at which the elevator car A, is to stop during up travel thereof. If the elevator car A during down travel is to stop at the second floor, the coil of the stopping inductor relay F is energized, and

when the inductor relay reaches the inductor plate DFP' for the second floor, a magnetic circuit is completed which results in opening of the contacts F2. This initiates a stopping operation of the elevator car A. It will be understood that an inductor plate similar to the inductor plate DFP is similarly associated with each of the oors at which the elevator A is to stop during down travel thereof.

The elevator car A also carries a cam 26 which is positioned to operate a mechanical switch 63 located in the hoistway associated with the elevator car. The mechanical switch 6,3 normally is closed and is. opened by the cam 2,56 when the elevator car A is adjacent theA first or dispatching floor. It will be '.inderstood that otherv mechanical switches may be operated in a similar manner by the elevator car A.

An intending passenger on the fourth oor may register a oor call for elevator car service in the up direction by pressing a button of a push-button switch 4U. The numeral indicates the lioor for which the button is pro vided. A similar push-button switch is located at each of the intermediate oors from which an intending passenger may desire toV proceed in an up direction.

lf the intending passenger at the fourth floor desires to proceed in a down direction, he may press the button of a push-button switch 4D located at the fourth floor. A` similar push-button switch is located at each of the intermediate iioors from which an intending passenger may desire to proceed in a down direction.

The elevator car A is provided with a door DP which is mounted to slide across the passage through which passengers enter and leave the elevator car. The door is moved by means of a lever 2 8 which is pivotally mounted on the car by means of al pivot 28A. The lever 28 is moved in a clockwise direction about a pivot by means of a door-close solenoid DC for the purpose of closing the passage and is moved in a counterclockwise movement about its ypassage to open the door by means of a dooropen solenoid DO.

It will be understood that a separate hoistway door DPH (illustrated in Fig. lA for the elevator car A) is provided for each of the floors served by the elevator car. The coupling of the two doors may be effected in a conventional manner as by a vane DPV which is secured to the door Dl for reception in the slot of a slotted block DPB which is mounted on the hoistway door DPH. The hoistway door DPH is moved to close and expose a hoistway passage through which load enters and leaves the elevator car.

If desired, the edge of the door DP which is the leading edge during a door-closing movement may be a safetyedge of conventional type. As well known in the art, when such an edge reaches an obstruction, it operates a switch to stop or reopen the door. In the embodiment of the invention now being discussed, it will be assumed that such an edge is not employed.

Suitable means is provided for each of the elevator cars at each of at least the intermediate oors for detecting the presence of one or more persons desirous of entering an elevator car. For example, at the third Hoor, a loadresponsive platform SLD is positioned immediately in front of the door opening for the elevator car A. lf an intending passenger steps on this platform, he deflects the platform to close a normally-open electrical switch SLD.

A suitable load-responsive device is provided for controlling circuits in accordance with elevator car load. Thus, a spring-mounted platform PL closes a normally open switch PLI when the elevator car carries a substantial load, such as a load in excess of 80% of rated capacity.

F gure 2 Fig. 2 shows circuits for the driving motor, the brake, the speed relay V, the up switch U, the down switch D, the car-running relay M, the holding relay G, the slowdown inductor relay E, the stopping inductor relay F, the up-preference relay W, the down-preference relay X, the timing relay 70T, the door relay dit, the door-control relay 45, the door-close relay DC, and the door-open relay DO. Energy for the various circuits is derived from directcurrent buses L| and L-.

Although various motor control circuits may be employed, it will be assumed that a control circuit of the variable-voltage type is employed. By inspection of Fig. 2, it will be noted that the armature 15A. of the driving motor 15 and the armature 29A of a 4direct-current generator 29, together with a series eld winding 29B for 6 the generator, are; connected in a ser-ies or loop circuit. The held winding 15B for thevdriving motor 1S is 'connected directly across thebuscs L+ and L The magnitude and direction of energization of the driving motor i5 arev controlled by the; directionI and magnitude of the energization of a separatelyexcited field winding 29C provided for the generator 29. It will be understood that the armature 29A of the generator is rotatedl at a substantially constant rate by a suitable motor (not shown).

When the elevator car A is conditioned for up travel, the generator iieldA winding 29C is connected across the buses L+, L- through make contacts U2 and U3 of the up switch. When the elevator car A is conditioned for down travel, the generator eld winding 29C is connected across the buses through the make contacts D2 and of the down switch. The energizing circuit for theA field winding may include a resistor Rl which is shunted by make contacts V1 of the speed relay V. By inspection of Fig. 2, it will be observed that the contacts, U2, U3, D2 and D3 constitute in effect a reversing switch for'cont'rolling the direction of energization of the eld winding. rThe resistors R1 and the contacts V1 are provided for controlling the magnitude of energization of the eld winding.

The speed relay V may be energized through either of two circuits. @ne of the circuits includes make contacts U4- of the up switch U, a limit switch 30 which is normally closed and which is opened as the elevator car A nears the upper limit of its travel and the break contacts E1 of the slowdown inductor relay E. The other circuit is completed through make contacts D4 of the down switch D, mechanical limit switch 31 which is normally closed and which is opened as the elevator car nears the lower limit of its travel in the down direction, and break contacts E2 of the slowdown inductor relay.

As previously pointed out, the brake 17 normally is spring-biased into engagement with the brake drum 16 and is released by energization of a brake coil 17B. The coil may be energized either through make contacts U1 of the up switch U or through make contacts D1 of the down switch D.

ln order to energize the car-running relay M, certain safety devices 33 must be in their safe conditions. Such safety devices may include switches which are open when the doors of the elevator car and the associated hoistway doors are open, and which are closed when the doors are closed to control the door relay 4t). Such safety devices are well known in the art. The car-running relay M may be energized through either of two circuits. One of the circuits includes the make contacts -1 of the starting relay 0, make contacts W1 of the up-preference relay W, break contacts Fl of the stopping-inductor relay, normally-closed contacts of a mechanical limit switch 34 which are opened when the car nears the upper limit of its travel, and the coil of the up switch U. When energized, the up switch U closes its make contacts U5 to complete a holding circuit around the contacts 80-1 and W1.

The second circuit for energizing the car-running relay M includes the contacts titl-1 of the starting relay, make contacts X1 of the down-preference relay X, break contacts F2 of the inductor stopping relay, normally-closed contacts of a mechanical limit `switch 35 which are opened as the elevator car nears the lower limit of its travel in the down direction and the coil of the down switch D. When the down switch D is energized, make contacts D5 are closed to provide a holding circuit around the contacts 80-1 and Xl..

Before the holding relay G and the inductor relays E and F can be energized, make contacts M1 of the ca rrunning relay must be closed. In addition, any one set of make contacts TTI. of the car-call stopping relay, and K1 of the iloor-call stopping relay must be energized, A holding circuit around these contacts is established upon closure of the make contacts G1. Energization of the inductor stopping relay F further requires closure of the break contacts V2 of the speed relay.

The up-preference relay W is energized only if the elevator car is not operating in the down direction (break contacts D6 are closed); the elevator car is not conditioned for down travel (break contacts X2 are closed); and normally-closed contacts of a mechanical limit switch 36 are closed. The mechanical limit switch 36 is opened as the elevator car reaches its upper limit of travel.

Energization of the down-preference relay X requires closure of the break contacts U6 of the up switch, closure of the break contacts W2 of the up-preference relay, and closure of the normally-closed contacts of a mechanical limit switch 37. The mechanical limit switch 37 is open when the elevator car A is adjacent the rst or dispatching oor.

The doors for the elevator car A are controlled by a door-control relay 45. For this relay to be initially energized, the break contacts N1 and TNl must be closed to indicate that the elevator car is not being loaded at a terminal floor. In addition, the break contacts 70T1 must be closed to indicate that the non-interference time has expired. When the relay 45 picks up, it closes make contacts 45-1 to partially complete a holding circuit for the relay.

The door-control relay 45 controls the energization of the door-close solenoid DC and the door-open solenoid DO. lf the make contacts 45-2 of the door-control relay are closed, and the break contacts 40--2 are closed, the solenoid DC is energized. The contacts 40-2 are closed when the door of the elevator car A or an associated hoistway door is away from its closed condition. It will be recalled that the solenoid DC operates an armature (shown in Fig. l) to close the door. The solenoid DC also operates an armature which controls the opening and closing of the make contacts DCI, DCZ and DC3 (see Figs. 2A and 3A). These contacts will be discussed further in connection with Fig. 3 and the operation of the systems.

If the door-control relay 45 is dropped out, the break contacts 45-3 are closed to complete with the switch 3S an energizing circuit for the door-open solenoid DO. The

switch 38 is a limit switch which is normally closed and which is opened as the door reaches its fully-open position.

The timing relay 70T is connected for energization through make contacts M5 of the car-running relay or through make contacts DO-l of the door-open relay.

It will be noted that a resistor R2 is connected across the timing relay 79T. lf the timing relay is energized and the contacts M5 and D01 both thereafter open, the resistor delays the drop-out of the timing relay 70T for a suitable non-interference time, such as 5 seconds.

Figure 3 Fig. 3 illustrates circuits for energizing the floor-call stopping relay K and the by-pass relay PB.

When the down floor-call push button 2D is operated, the down floor-call storing relay 2DR is connected therethrough across the buses L+ and L- for energization. Upon energization, the relay closes its make contacts 2DR1 to establish a holding circuit around the push button. The contact segment f2 now is connected (and corresponding contact segments for the remaining elevator cars are connected) through the contacts ZDRI to the bus L+. The contact segments f4 and f3 similarly are connected to the bus L+ by operation of the down floorcall push buttons 4D and 3D. The contact segments f4, f3, and f2 for the fourth, third, and second floors are positioned in a row on the oor selector 19 of Fig. 1 for successive engagement by a brush 58 as the elevator car A moves from the upper terminal in a down direction.

The iloor-call stopping relay K is connected between the bus L+ and the brush 58 through make contacts X5 of the down-preference relay and break contacts PBI of the by-pass relay PB. Consequently, if the elevator car A is not loaded substantially and approaches the second floor during a down trip while a down iloor call is registered for such floor, the engagement of the contact segment f2 by the brush 58 completes an energizing circuit for the oor-call stopping relay K. Such engagement is maintained while the elevator car is stopped at the second loor.

Each of the down Hoor-call storing relays 4DR, 3DR, and 2DR has an operating coil and a cancelling coil, respectively, 4DRN, SDRN, and ZDRN which is energized in opposition to the energization of the operating coil. The cancelling coil ZDRN is connected between a contact segment g2 (and similar contact segments Bg2 etc., for the other elevator cars) and the bus L+ through the make contacts 2DR1. As the elevator car A reaches the second oor, the following energizing circuit for the cancelling coil is established:

L+, 2DR1, ZDRN, g2, 59, X6, M4, PE2, L-

Energization of the coil ZDRN opposes energization of the relay by the operating coil and resets the relay. It will be understood that the contact segments g4, g3, and g2 are arranged in a row for successive engagement by the brush 59 as the elevator car proceeds downwardly from the upper terminal floor to control the energization of the cancelling coils 4DRN, SDRN, and 2DRN.

The down floor-call storing relays all cooperate with the brushes 58 and 59 in substantially the same manner to control the energization of the floor-call stopping relay during down travel of the elevator car.

When the up tloor-call push button 2U is operated, the up tloor-call storing relay ZUR is connected for energization therethrough across the buses L+ and L Upon operation, the relay closes its make contacts 2UR1 to establish a holding circuit around the push button 2U. As a result, a contact segment b2 is connected (and contact segments B172, etc., for the other elevator cars are connected) to the bus L+ through such make contacts.

As the elevator car during up travel approaches the second oor, the brush 60 engages the contact segment b2 to establish the following energizing circuit for the floor-call stopping relay:

L+, 2UR1, b2, 60, W5, K, PBI, L--

This conditions the elevator to stop at the second oor. The brush engages the contact segment b2 while the elevator car is stopped at the second oor. As the elevator car stops at the second floor, a brush 61 engages the contact segment c2 to establish the following circuit for the cancelling coil of the storing relay ZUR:

L+, 2UR1, ZURN, c2, 61, W6, M4, FB2, L-

Such energization of the cancelling coil results in resetting of the storing relay which has its main coil acting in opposition to the cancelling coil. The up Hoor-call push buttons 3U and 4U similarly control the associated storing relays and contact segments. It will be understood that the contact segments c2, c3, and c4, and contact segments b2, b3, and b4 are arranged in rows on the oor selector for engagement successively by the brushes 61 and 60, as the elevator car A proceeds upwardly.

Fig. 3 also shows circuits which are employed in reregistering a call for elevator service if an elevator car stops at a floor in response to a registered floor call and is unable to receive all intending passengers awaiting elevator service at such oor. For example, if the elevator car A is at the third oor, the normally-open mechanical switch 3PO is closed to indicate the presence of the elevator car at the third oor. If the elevator car A is fully loaded at the third oor, the make contacts PB4 of the by-pass relay PB are closed. When a door-closing operation is initiated, the make contacts DCZ of the doorl close solenoid DC close. If intending passengers were unable to enter the elevator car at the third lloor, one or more passengers will be positioned on the platform SLD (Fig. 1), and the switch SEDI, consequently, will be closed. If the elevator car A is set for upl travel, the make contacts WS are closed to complete the following registering circuit:

L+, DC2, PB4, 3LDl, SPO, W8, SUR, L-

The energization of the relay SUR results in registration of an up oor call for the third floor in the manner previously discussed.

Had the elevator car been set for down travel under the conditions just discussed, the following call registering circuit would have been established:

L+, DC2, PE4, 3LD1, SPO, X8, 3DR, L-

The energization of the relay 3DR results in registration of a down oor call for the third floor. Similar reregistration circuits are provided for each of the floors and each of the elevator cars. These circuits can be traced readily on Fig. 3.

The lower part of Fig. 3 shows the by-pass relay PB which is energized when the switch 3LD1 closes to indicate that the elevator car A is substantially loaded.

F gure 4 In Fig. 4, circuits for the car-call stopping relay TT is shown, and a dispatching device is illustrated which normally controls the lower terminal dispatching of the elevator cars employed in the system.

The car-call push buttons 2c to 4c normally are biased into their open positions. Each of the push buttons is provided with a holding coil 20c to 40C, which is etfective for holding the associated push button in its operated condition following a manual operation of such push button. To this end, the push buttons may he made of magnetic material. Such construction of the push buttons is well known in the art.

Each of the push buttons 2c to 4c controls the connection of contact segments to the bus L+. Thus, when operated, the push button 2c connects the contact segment h1 to the bus L+. When operated, the push button 2c connects the contact segments a2 and h2 to the bus L+. The push buttons 3c and 4c similarly connect contact segments for the third and fourth oors to the bus L+. inasmuch as the elevator car is assumed to stop at the fifth floor or upper terminal lloor at all times during up travel, the contact segment a5 is permanently connected to the bus L+. Similarly, during down travel, the elevator car A always stops when it reaches the first floor, and the contact segment h1 for the rst floor is permanently connected to the bus L+.

lt will be understood that the contact segments a2 to a5 are arranged in a row on the floor selector 19 of Fig. 1 and are successively engaged by a brush 23 as the elevator car moves from its lower limit to its upper limit of travel. In a similar manner, the contact segments h4 to h1 are arranged in a row in the order of the floors for successive engagement by a brush 40 as the elevator car moves from the upper terminal to its lower limit of travel.

During up travel of the elevator car A, the car-call stopping relay TT is connected between the brush 23 and the bus L- through make contacts W3 of the uppreference relay and make contacts M3 of the carrunning relay. Consequently, when the brush 23 reaches one of the contact segments a2 to a5 which is connected to the bus L+, the car-call stopping relay TT is connected for energization across the buses L+ and L- for the purpose of stopping the elevator car at the next oor reached by the car. As the elevator car stops, the brush 23 preferably passes slightly beyond the associated contact segment.

When the elevator car A is conditioned for down travel, the car-call stopping relay TT is connected betweenthe brush 40 and the bus L through the make contacts X3y of` the down-preference. relay and the make contacts M3. of the car-running relay. Consequently, when the brush 40 reaches one of the. Contact segments 11.4v to h1 which is connected to thev bus L+, the car-call stopping relay TT is energized to initiate a stopping operation of the elevator car at the next floor reachedl by the car. As the elevator car stops, the brush 40 preferably passes slightly beyond the associated contact segment.

The coils 20c to icc are connected in series for energization either through make contacts W4 of the uppreierence relay or make contacts X4 of the down-preference relay. When the elevator car reverses its direction of travel, the make contacts W4 and X4 both are momentarily opened to deenergize the associated holding coils for the purpose of resetting the car-call push buttons.

The starting relay can be energized only if the timing relay '70T is deenergized and dropped out to close its break contacts 70T2. When the elevator car is positioned at the lower dispatching Hoor, the energizing circuit for the starting relay normally is completed through the make contacts S1 of an auxiliary starting relay. At the upper terminal o1- dispatching floor, make contacts TSl may operate in a manner similar to the operation of the contacts S1 for the lower dispatching floor to start the elevator car from the upper terminal iloor. Between the dispatching floors, the make contacts S1 are shunted by the contacts of a mechanical switch 63. This switch is cam operated to open when the elevator car is adjacent the upper terminal or dispatching iloor and the lower dispatching floor. For all other positions of the elevator car A, the switch 63 is closed.

lf dispatchers at the terminal floors are not required, a switch 63A may be manually closed to shunt the switch 63.

The selection and timing mechanism include as one component a motor 71 which operates substantially at constant speed. This motor may be of any suitable type, but for present purposes it will be assumed that the motor is a squirrel-cage alternating-current motor which is energized from a suitable source of alternating current. The motory 71 is connected through a spring-released electromagnetically-applied clutch 72 to a cam 73 having a protuberance for successively operating mechanical switches Y, BY, CY, and DY which are associated with the respective elevator cars. The electromagnetic clutch. can be energized only it' one or more elevator cars are located at the dispatching oor which is assumed to be the first i'loor (one or more of the contacts L1, BL1, CLI, DLI are closed), and if no elevator car has been selected as the next car to leave the dispatching oor (break contacts N2, ENZ, CNZ, and DN2 all are closed).

The motor 71 also may he coupled through a springreleased electromagnetically-applied clutch 74 to a cam 7S which is biased towards a predetermined position by a spring 76. The cam 75, when coupled to the motor 71, is rotated against the bias of the spring to close normally-open contacts 77 a predetermined time after the cam 75 is coupled to the motor 71. The clutch 74 can be electrically energized only if no elevator car is being started (break contacts S2, BSZ, CS2, and DSZ are closed), and if the break contacts 1S1 of the holding relay IS are closed. The holding relay 1S is energized upon closure or" the contacts '77 to close its make contacts TS2 for the purpose of establishing a holding circuit around the contacts 77.

The presence of an elevator car at the dispatching floor is determined by the energization of a car-position relay for each of the elevator cars. Thus, a car-position relay L for the elevator car A is energized when the brush 24 engages the contact segment e1.

The brush 24 is operated by the iloor selector for the elevator car A tol engage the contact segment e1 when the elevator car is at the dispatching floor.

If the elevator car A is at the dispatching floor (make contacts L2 are closed), if it has been selected as the next car to leave the dispatching floor (switch Y is closed), and if it is not being started (break contacts S3 are closed), the loading relay N for the elevator car A is energized. The loading relay may be employed in a conventional way to permit loading of the elevator car A. For example, the loading relay when energized may operate a loading signal, such as a lamp, which indicates that passengers may enter the elevator car. Conveniently, the loading relay N when energized opens the normally-closed doors of the elevator car A to permit entry of passengers into the elevator car.

After the expiration of a time suicient for cam 75 to close the contacts 77 and energize the relay 1S, the make contacts 1S3 close to complete the following circuit:

The relay S when energized closes its make contacts S4 to establish a holding circuit around the contacts N3 and 1S3, and starts the elevator car A from the dispatching oor.

Operation ln order to explain the overall operation of the elevator .f

preference relay W energized. Consequently, make contacts Wl, W3, W4, W5, W6, W7, W8, W9 of the relay are closed; whereas, break contacts W2 of the relay are open.

The switch 63A (Fig. 3) is assumed to be open. Since the cars are at the tirst floor, the switch 63 is open. The timing relay 70T is assumed to have timed out. The relays 45 and 40 are picked up and the elevator car doors are closed.

The motor 71 (Fig. 4) is energized to rotate at a substantially constant rate.

lnasmuch as the elevator cars are assumed to be at the dispatching tioor, the car-position relays L, etc., are energized.

As a result of its energization, the car-position relay L closes its make contacts L2 to prepare certain circuits for subsequent energization. in addition, the make contacts L1 close to complete the following circuit for the clutch 72:

L+, Ll, 72, N2, BN2, CN2, DN2, L-

The clutch now couples the motor 71 to the cam 73 for the purpose of successively closing and opening the associated mechanical switches. It will be assumed that the first switch reached by the cam is the switch Y for the elevator car A. Closure of this switch completes the following energizing circuit for the loading relay of the elevator car A:

L+, LZ, N, S3, Y, L-

T he loading relay N upon energization initiates opening of normally-closed doors of the elevator car A to permit intending passengers on the dispatching oor to enter the elevator car. Such opening is effected by opening of contacts N1 (Fig. 2) to deenergize the door-control relay 45. This relay opens its contacts 45-1 and 45-2 without immediate etiect on system operation. However, closure of contacts 45-3 energizes the solenoid DO to open the doors. The solenoid DO also closes its contacts DOl to energize the timing relay 70T, and the relay 70T opens its break contacts 70T1 and 7GT2 without immediate effect on the systems.

ln opening, the door opens its set of contacts 33 to deenergize the door relay 4:3 which opens its contacts 40-1 and closes its contacts 40-2 without immediate eiect on system operation. When it reaches open position, the

door opens limit switch 38 to deenergize the solenoid DO. n

12 The solenoid DO opens its contacts D01 to initiate a timing out operation of the timing relay 70T.

Opening of the break contacts N2 (Fig. 4) deenergizes the clutch 72. Consequently, the cam 73 is uncoupled from the motor 71. Finally, the make contacts N3 close to prepare the starting relay S for subsequent energization. Closure of make contacts N4 has no immediate eiect on the operation of the system.

Upon expiration of its timing period, the relay 70T drops out to close its break contacts 70T1, 7 0T2, and 70T3. Such closures prepare circuits for subsequent operation.

When the system was placed in operation, the clutch 74 was energized through the circuit:

L+, 1S1, 74, S2, BSZ, CS2, DS2, L-

As result of its coupling to the motor 71, the cam 75 rotates against the bias of its spring 76 until at the expiration of the time interval allowed for loading elevator cars the contacts 77 close. Closure of these contacts completes the following circuit:

L+, 1S, 77, S2, BSZ, CS2, DS2, L-

The energized relay 1S closes its make contacts 1S2 to establish a holding circuit around the contacts 77. The break contacts 1S1 open to deenergize the clutch 74, and the spring 76 now rotates the cam to its starting position. Also, the make contacts 183 close to energize the auxiliary starting relay S through the following circuit:

L+, Lz, s, N3, iss, L-

Energization of the auxiliary starting relay S closes the make contacts S4 to establish a holding circuit around the contacts N3 and 1S3. Break contacts S3 open to deenergize the loading relay N. Break contacts S2 open, and this opening causes relay 1S to drop out. This has no immediate effect on the system operation.

The loading relay when deenergized opens its make contacts N3 and N4 without immediate etiect on the opration of the system. In addition, break contacts N2 close to prepare the clutch 72 for subsequent energization.

The deenergization of the loading relay further closes break contacts N1 (Fig. 2) to complete with the contacts 70T1 an energizing circuit for the door-control relay 45. The latter relay closes its make contacts 45-1 and opens its break contacts 45-3 without immediate effect on system opertaion. However, closure of make contacts 45-2 completes with the contacts 40-2 an energizing circuit for the door-close solenoid DC, and the door now starts to close. The solenoid DC closes its contacts DCI, DC2, and DC3 (Fig. 3) without immediate etect on operation ofthe system.

Upon closing, the door closes its switch 33 (Fig. 2) to complete an energizing circuit for the door relay 40 which closes its make contacts 40-1 and opens its break contacts 40-2 to deenergize the door-close solenoid DC which opens its contacts DC, DC2, and DC3 without immediate effect on system operation.

Turning now to Fig. 4, it will be noted that closure of the make contacts S1 results from energization of the auxiliary starting relay S. Inasmuch as the elevator car A is assumed to have remained at the dispatching floor for a time sumcient to permit closure of the break contacts 70T2, an energizing circuit now is complete for the main starting relay 80.

The previously mentioned closure of contacts iti-1 of the door relay (Fig. 2) coupled with closure of the make contacts Stiof the starting relay completes the following circuit for the up switch and the car-running relay:

L+, 80-1, W1, F1, 34, U, M, 441-1, L-

The energized up switch U closes its make contact U1 to release the brake 17, and contacts U2 and U3 close to energize the generator field winding 29C with proper polarity for up travel ofthe elevator car. Make contacts U4 close to complete througt the limit switch 3ft and the contacts E1 an energizing circuit for the speed relay V. The speed relay closes` its make Contact V1 to shunt the resistor R1 and condition the elevator car A for full speed operation in the up direction. Also, the speed relay opens its break contacts V2 to prevent energization therethrough of the stopping inductor relay F.

Returning to the up switch U, it will be noted that closure of the make contacts U5 establishes a holding circuit around the contacts N+1 and W1. Opening of the break contacts U6 prevents energization therethrough of the down-preference relay. The elevator car A now is in condition for full speed operation in the up direction and departs from the dispatching floor.

t will be recalled that the car-running relay M was energized with the up switch U. The car-running relay closed its make contacts M1, M3 and Md (Fig. 3) without immediate effect on the operation of the system. However, closure of the make contacts M2 (Fig. 2) completes with the contacts @+1 and N1 a holding circuit for the door-control relay 45. Closure of the make contacts M5 energizes the timing relay 76T. This relay opens its break contacts '/'tiTZ (Fig. 3) which causes the starting relay 80 to become deenergized. Opening of break contacts 7)T1 (Fig. 2) and NT3 (Fig. 4) does not immediately affect system operation.

lt will be assumed now that the passenger in the elevator car operates the car-call push button 3c (Fig. 2) to register a car call for the third floor. Such operation connects the contact segments a3 and h3 to the bus L+. As the elevator car nears the third floor, the brush 23 engages the contact segment a3 to complete the following circuit for the car-call stopping relay TT:

L+, 3c, a3, 23, W3, TT, M3, L-

The car-call stopping relay now closes its make contacts TT (Fig. 2) to energize the holding relay G and the slow-down inductor relay E through the closed contacts M1. Energization of the holding relay G completes through the make contacts G1 a holding circuit around the contacts TTI.

When the elevator car A in its upward travel reaches the inductor plate UEP (Fig. l) for the third floor, the break contacts E1 are opened to deenergize the speed relay V (Fig. 2). The speed relay opens its break contacts V1 to introduce the resistor R1 in series with the generator field winding 29C. The resultant reduction in ield current slows the elevator car to a landing speed. In addition, the speed relay V closes its break contacts V2 to complete through the contacts G1 and M1 an energizing circuit for the stopping inductor relay F.

Shortly before the elevator car A in its continued upward movement at the landing speed reaches the third oor, the inductor plate UFP for the third oor is adjacent the stopping inductor relay and completes a mag" netic circuit which results in opening of the contacts Fl. Opening of the contacts F1 (Fig. 2) deenergizes the up switch U and the car-running relay M.

The up switch U opens its make contacts U1 to cleenergize the brake 17, and the brake is promptly forced against the brake drum 16 by its associated spring. Contacts U2 and U3 open to deenergize the generator field winding 29C. Consequently, the elevator car A stops accurately at the third floor. Opening of the make contacts U4, U5, and closure of the break contacts U6 have no immediate effect on the operation of the system. As the elevator car comes to a stop, the brush 23 may pass the contact segment for a slight distance to deenergize the relay TT.

The previously-mentioned deenergization of the carrunning relay resulted in opening of the make contacts M1 to deenergize the inductor relays E and F and the holding relay G. The holding relay G opened its 14 make contacts G1 without immediately affecting the operation of the system.

The car-running relay also opened its make contacts M5 to start a timing-out operation of the timing relay WBT. This relay has a time delay in drop out sulcient to permit discharge of passengers or entry of passengers into the elevator car A. For example, a time delay of five seconds may be employed. Opening of the make contacts M3 and closure of the break contacts M4 have no immediate effect on the operation of the system.

Opening of make contacts M2 deenergizes the doorcontrol relay 45, and this relay opens its make contacts t5-1 and 42?*2 without immediate effect on system operation. However, closure of break contacts A13-+3 completes with the switch 3S a circuit for the dooropen solenoid DO and the door now opens. The solenoid DO also closes its contacts D01 to reenergize the timing relay 70T. However, when the door reaches its open position, the switch 38 opens to deenergize the solenoid DO, and the contacts D01 open to permit the timing relay to time out. ln opening, the door opens its switch 33 to deenergize the door relay 4t) without immediate effect on system operation.

The passenger now leaves the elevator car. In leaving, he steps on the platform SLD (Fig. l) to close the switch 3LD1. Such closure has no immediate effect on system operation.

Let it be assumed that instead of a car call, an up floor call was registered for the third iloor by operation of the push button 3U (Fig. 3). Such operation energizes the up oor call storing relay EUR which closes its make contacts 3UR1 to establish a holding circuit around the push button. The contacts 3UR1 also serve to connect the contact segment b3 and corresponding contact segments for the remaining elevator cars of the system to the bus L+.

As the elevator car approaches the third oor, the brush 60 engages the contact segment b3 to energize the lioor-call stopping relay K through the following circuit:

L+, SURI, b3, 60, WS, K, PBI, L

Upon energization, the floor call stopping relay closes its make contacts K1 (Fig. 2) to energize through the contacts M1 the holding relay G and the slowdown inductor relay E. These relays operate in the same manner previously discussed to stop the elevator car accurately at the third oor, and to open the associated door. An intending passenger now may enter the elevator car. ln entering, he may close the switch SLDl, but such closure has no immediate effect on system operation.

As the elevator car A slows down to stop at the third floor, the brush 61 engages the Contact segment c3 to complete the following cancelling circuit:

L+, EURL SURN, c3, 61, W6, M4, FB2, L

lt will be recalled that the break contacts M4 close as the elevator car stops at the third floor. As a result of its energization, the cancelling coil SURN resets the up oor-call storing relay for the third oor.

Referring to Fig. 3, it will be recalled that the mechanical switch 63 is closed only at the dispatching` floor and the upper-terminal-loor positions of the elevator car. Since the elevator car is now at the third floor, the switch 63 is closed. Consequently, as soon as the timing relay 70T drops out, the break contacts 70T2 close to complete an energizing circuit for the starting relay 80. This operates in the manner previously discussed to start the elevator car upwardly. In this way, the elevator car A continues to the upper terminal floor, answering all registered car calls and all registered up oor calls during its upward trip.

As the elevator car A approaches the upper terminal or fifth floor, the brush 23 (Fig. 2) engages the contact 15 segment a5 to complete the following energizing circuit for the car-call stopping relay:

The car-call stopping relay operates in the manner previously discussed to stop the elevator car accurately at the upper-terminal floor.

As the elevator car A reaches the upper-terminal floor, the mechanical switch 63 (Fig. 3) opens. Consequently, the elevator car A cannot start from the upper-terminal oor until it is started by its upper-terminal dispatching device represented by the contacts TS1. lt will be understood that the upper-terminal dispatching device may be similar to the dispatching device discussed for the first oor. For present purposes it will be assumed that the contacts TS1 operate for the upper-terminal dispatching oor in the same manner by which the contacts Si operate for the lower dispatching floor.

As the elevator car reaches the fifth floor, the limit switch 36 (Fig. 2) opens to deenergize the up-preference relay W. This relay opens it make contacts W1, W3, W5, W6, W7, W8, W9, without immediately affecting the operation of the system. However, opening of the make contacts W4 deenergizes the holding coils for the car-call push buttons, and these are reset. closing of the break contacts W2 completes the following energizing circuit for the down-preference relay:

The down-preference relay X closes its make contacts X1, X3, X4, X5, X6, X7, X8 and X9 and opens its break contacts X2 to condition the elevator car for down travel.

It will be assumed next that the dispatching device for the upper terminal floor closes its contacts TS1 (Fig. 3) and that the timing relay has closed its break contacts 70T1 to complete an energizing circuit for the starting relay 80. The loading relay of the dispatching device for the upper-terminal floor operates the contacts TNI to control the door-control relay 45 in the same manner by which contacts N1 control the door-control relay at the lower terminal tioor. The closing of the doors coupled with the closing of the make contacts 80-1 completes the following circuit for the down switch D and the carrunning relay M:

L+, 80-1, X1, F2, 35, D, M, 40-1, L-

The car-running relay M operates in the manner previously described to prepare certain circuits for subsequent operation.

Upon energization, the down switch D closes its make pletes an energizing circuit for the speed relay V. This i relay closes its make contacts V1 to shunt the resistor R1 and opens its break contacts V2. The elevator car now is conditioned for movement in the down direction at full speed and moves away from the upper terminal oor.

Closure of make contacts D5 establishes a holding circuit around the contacts 8G-1 and X1. Opening of break contacts D6 has no immediate effect on the operation of the system.

lt will be understood that as the elevator car leaves the upper terminal floor, the lirnit switch 35 (Fig. 2) and the switch 63 (Fig. 3) reclose.

it will be assumed next that a passenger in the elevator car operates the carcall push button 3c for the purpose of registering a car call for the third floor. This button connects the contact segments a3 and h3 to the bus L+. n

When the brush 40 reaches the contact segment h3, an energizing circuit is established for the car-call stopping relay TT as follows:

L+, 3c, h3, 40, X3, TT, M3, L-

ln addition,

Consequently, the relay closes its make contacts T1`1 to energize through the contacts M1 the holding relay G and the inductor relay E. The holding relay G closes its make contacts G1 to establish a holding circuit around the contacts TT 1.

When the slowdown inductor relay E reaches the inductor plate DEP for the third lioor (Fig. 1), the contacts E2 open to deenergize the speed relay V (Fig. 2). The speed relay opens its make contacts V1 to introduce the resistor R1 in series with the generator field winding 29C. The elevator car now slows to a landing speed. In addition, the break contacts V2 close to complete an energizing circuit for the stopping inductor relay F.

When the stopping inductor relay F reaches the inductor plate DFP for the third floor, the contacts F2 open to deenergize the down switch D and the car-running relay M. The down switch D opens its make contacts D1 to permit reapplication of the brake 17. Make contacts D2 and D3 open to deenergize the generator field Winding, and the elevator car A stops accurately at the third floor. Opening of the make contacts D4 and D5 and closing of the break contacts D6 have no immediate effect on the operation of the system. As the elevator car comes to a stop the brush 40 may pass the contact segment h3 slightly to deenergize the relay TT.

The car-running relay M opens its make contacts M1 to deenergize the inductor relays and the holding relay G. The holding relay G in turn opens its make contacts G1 to prevent subsequent energization therethrough of the inductor relays.

The make contacts M2 open to initiate an opening operation of the doors. The opening and closing of the doors will be understood from the previous discussion thereof.

The car-running relay M also opens its make contacts M5 and this is followed by opening of the contacts DO-l to start a timing-out operation of the timing relay 70T. Opening of make contacts M3 and M5 and closing of break contacts M4 have no immediate effect on the operation of the system. When the timing relay 76T drops out, the break contacts 70T2 (Fig. 3) close to energize through the switch 63 the starting relay 80. The starting relay operates in the manner previously described to start the elevator car down from the third floor.

Let it be assumed that instead of a car call a down floor call was registered for the third floor by operation of the push button 3D (Fig. 3). Such operation energizes the down floor-call storing relay 3DR which closes its make contact 3DR1 to establish a holding circuit around the push button 3D. The contact segment f3 and corresponding contact segments for the remaining elevator cars of the system are connected through the make contacts 3DR1 to the bus L+.

As the elevator car A approaches the third floor in the down direction, the brush 58 reaches the Contact segment f3 to complete an energizing circuit for the floor call stopping relay K as follows:

L+, 3DR1,f3, ss, X5, K, PB1, L-

The relay K closes its make contacts K1 (Fig. 2) to energize the holding relay G and the slowdown inductor relay E through the contacts M1. These relays operate in the manner previously described to stop the down traveling elevator car at the third floor.

During the stopping operation, the following cancelling circuit (Fig. 3) is established:

As a result of energization of the cancelling coil 3DRN, the down floor-call storing relay 3DR is reset.

When the elevator car in its down travel nears the first or dispatching floor, the brush 4@ (Fig. 2) engages the contact segment h1 to complete the following circuit:

L+, h1, 40, X3, TT, M3, L-

break contacts X2 completes arr-energizing circuit for the 11p-preference relayW. This operates. in the manner previously discussed to conditionthe elevator` car for up travel.

It will be noted thatas the relay X is deenergized, the make contacts X4 and W4 areiopen until the up-preference relay W isagain energized. Duringthis momentary opening of both sets of\contacts,-the holding coils for the car-call push button are deenergized to reset the buttons.

It will be assumed next that when the previously discussed up lioor call was registered at the third iloor, more intendingpassengers were at the floor awaiting elevator service than the elevator car A couldvaccommodate. The elevator car A stops at the third'floor in the manner previously discussed, and the elevator car door opens for the purpose of receiving passengers. The passengers now enter the elevator car until the platform PL operates the switch PLI to its closed condition. The closure of the switch results inenergizationr of the by-pass relay PB (Fig. 3). This relay opens its break contacts PE1 and PBZ for the purpose'of preventing response of the elevator car A 'to registered oor calls. In addition, make contacts PBS, PE4, and PBS close to partially complete reregistrationcircuits. lInasmuchy as the elevator car A is at the third floor, the-mechanical switch -SPO is in its closed condition.

Upon expiration of the non-interference time required, the door-close solenoid DC is energized for the purpose of closing the car door in the manner previously discussed. As a result ofsuch energization, the make contacts DCI, DCZ, and DC3 (Fig. 3)' close.

As the elevator car door reaches -its fully closed condition, an energizing circuit for the upA switch U (Fig. 2) is completed in the 'manner previously described, and this relay initiates movement of the elevatorA car A in the up direction.

Since the elevator car `A was unableto receive all intending passengers, sorne ofthe intending passengers remained on the platformV 3LD (Fig. l),`and the switch SLDl is, consequently, closed. Under such circumstances, the following reregistration circuit is completed as the door closes:

L+, DCZ, PE4, 3LD1, 3PO, W8, 3UR, L-

As a result of itsenergization, the upoor call storing relay EUR reregisters the up oor call for the third floor, and the intending passengers at the thirdiloor are assured of elevator service fromv the next available elevator car.

Let it be assumed'next that the elevator car A stopped in response to the previously discussed down floor call for the third loor, and the number of intending passengers at the third oor was greater than the capacity of the eleva- 'tor car A. Since 'the elevator car is at the third oor,.the

mechanical switch SPO isag'ain closed. When the elevator car is fully loaded, by-passrelay PB operates in the' manner previou'slydiscussedk and closes its make contacts PE4. l'nasmuch' as some intending passengers were unable to 'enter the elevator car A, one or more intending passengers are on the platform LD, and the' switch 3LD1 is closed. Following the expiration'of the non-interference time, the door-close solenoid DC is energized to close its make contacts DCZ and complete the following reregistration circuit:

L+,.Dcz, PE4, 3LD1,sPo,Xs,sDR,L-

As a 4result of its energization, the `relay'SDR reregisters the down iioor call for thethird door, and again the intendingppassengers are assured of service from the next lavailable: elevator car.

Although the invention has been described with reference to certain speciiic embodiments thereof, numerous modifications falling within the spirit and scope of the invention are possible. Consequently, the embodiments of the invention herein specically illustrated and described are to be construed in an illustrative rather than in a limiting sense.

i claim as my invention:

l. In an elevator system, a structure having a plurality of landings, an elevator car, means mounting the elevator car for movement relative to the structure to serve the landings, call means for registering a call for elevator service for one of the landings, detecting means for detecting the presence of an intending passenger at the last-named landing positioned for entering the elevator car, control means for stopping the elevator car at said last-named landing, means erective during the stopping of the elevator car at said last-named landing for cancelling a call registered by said call means, and operating means responsive jointly to the detection by the detecting means of an intending passenger positioned for entering the elevator car while the elevator car is stopped at the last-named landing and to the inability of the elevator car to receive such last-named intending passenger for operating the call means to register a call for elevator service.

2. In an elevator system, a structure having a plurality of landings, an elevator car, means mounting the elevator car for movement relative to the structure to serve the landings, cail means for registering a call for elevator service in a rst direction for one of the landings, detecting means for detecting the presence of an intending passenger at the last-named landing positioned for entering the elevator car, control means for stopping the elevator car at said last-named landing, means eiiective during the stopping of the elevator car at said last-named landing while set for travel in the iirst direction for cancelling a call registered by said call means, and operating means responsive jointly to the detection by the detecting means of an intending passenger positioned for entering the elevator car while the elevator car set for travel in the first direction is stopped at the lastnamed landing and to the inability of the lelevator car to receive such last-named intending passenger for operating the call means to register a call for elevator service, said operating means being ineffective for operating said call means while the elevator car is set for travel in a second direction.

3. ln an elevator system, a structure having a plurality of landings, an elevator car, means mounting the elevator car for movement relative to the structure to serve the landings, call means for registering a call for elevator service for one of the landings, detecting means for detecting the presence of an intending passenger at the last-named landing positioned for entering the elevator car, control means for stopping the elevator car at said last-named landing, means effective during the stopping of the elevator car at said last-named landing for cancelling a call registered by said call means, and operating means responsive jointly to the detection by the detecting means of an intending passenger positioned for entering the elevator car while the elevator car is stopped at the lastniarned landing and to the inability of the elevator car 'to receive such last named intending passenger for operating the call means to register a call for elevator service, said operating means being effective only after said elevator car is conditioned to leave the landing at which the car is stopped.

4. In an elevator system, a srtucture having a plurality of landings, an elevator car, means mounting the elevator car for movement relative 'to the structure to serve the landings, call means for registering a call for elevator service for one'of the landings, detecting means for detecting the presence of an intending passenger at the last-named landing positioned for entering the elevator car, control means for stopping the elevator car at said last-named landing, means etiective during the stopping of the elevator car at said last-named landing for cancelling a call registered by said call means, and operating means responsive jointly to the detection by the detecting means of an intending passenger positioned for entering the elevator car While the elevator car is stopped at the last-named landing and to a predetermined loading of the elevator car for operating the call means to register a call for elevator service.

5. In an elevator system, a structure having a pair of terminal landings and a plurality of intermediate landings, an elevator car having a door, door-operating means for opening and closing the door, means mounting the elevator car for movement relative to the structure to serve said landings, motive means for moving the elevator car, call means operable for registering a call for elevator service for one of the landings, control means cooperating with the motive means for controlling operation of the elevator car, said control means comprising means for stopping the elevator car at a selected landing for which a call is registered by the call means and initiating a dooropening operation of said door-operating means, and initiating means operable following the stopping of the elevator car at said selected landing for initiating a doorclosing operation of the door-operating means, means effective during said stopping of the elevator car for resetting the call means, load-responsive means responsive to the load in said elevator car, detecting means for detecting the presence of an intending passenger outside the elevator car and adjacent the passage closed by the door, and means responsive to joint operation of the load-responsive means and the detecting means for operating the call means to register a call.

6. ln an elevator system, a structure having a pair of terminal landings and a plurality of intermediate landings, an elevator car having a door, door-operating means for opening and closing the door, means mounting the elevator car for movement relative to the structure to serve said landings, motive means for moving the elevator car, call means operable for registering a call for elevator service for one of the landings, control means cooperating with the motive means for controlling operation of the elevator car, said control means comprising means for stopping the elevator car at a selected landing for which a call is registered by the call means and initiating a door-opening operation of said door-operating means, means eiective during said stopping of the elevator car for resetting the call means, and initiating means responsive to the expiration of a time following the stopping of the elevator car at sa'id selected landing for initiating a door-closing operation of the door-operating means and subsequent starting of the elevator car, load-responsive means responsive to the load in the elevator car, detecting means for detecting the presence of an intending passenger outside the elevator car and adjacent the passage closed by the door, and operating means responsive to joint operation of the load-responsive means and the detecting means following initiation of closure of the door for operating the call means to register a call.

7. In an elevator system, a structure having a plurality of landings, an elevator car having a door, door-operating means for opening and closing the door, means mounting the elevator car for movement relative to the structure to serve said landings, motive means for moving the elevator car, tirst call means operable from each of the landings for registering a separate call for elevator service in a first direction for each of the landings, second call means operable from each of the landings for registering a separate call for elevator service in a second direction for each of the landings, control means cooperating witli the motive means for controlling operation of the elevator car, said control means comprising means for stopping the elevator car at each of the landings approached by the elevator car for which a call is registered by the call means for the approached landing which may be served by continued movement of the elevator car in the direction of such approach and initiating a door-operation of said door-operating means, initiating means responsive to the expiration of a time following the stopping of the elevator car and opening of the door at a landing for initiating a door-closing operation of the door-operating means and subsequent starting of the elevator car, means effective during the stopping of an elevator car at a landing in response to a call registered by one of the call means for resetting such last-named call means, load-responsive means responsive to the load in the elevator car, detecting means for detecting the presence of an intending passenger outside the elevator car and adjacent the passage closed by the door, and operating means responsive to joint operation of the loadresponsive means to indicate a substantial loading of the elevator car and of the detecting means following initiation of closure of the door at any of the intermediate landings at which the elevator car has stopped in response to a call registered by one of the call means for operating the last-named call means to register a call.

8. In an elevator system, a structure having a plurality of landings, a plurality of elevator cars, means mounting each of the elevator cars for movement relative to the structure to serve the landings, motive means for moving each of the elevator cars, call means operable from each 'of the landings for registering a separate call for service 'from each of the landings, and control means cooperating with the motive means for moving the elevator cars and for stopping the irst available one of the elevator cars at a landing for which a call is registered by the call means, separate detecting means associated with each of said elevator cars at each of said landings for detecting the presence of a load positioned for entering the associated elevator car, means responsive to the stopping of one of the elevator cars at a landing in response to a call registered by the call means for the last-named landing for cancelling the last-named registered call, and operating means responsive jointly to the detection by the detecting means for the stopped elevator car of load positioned to enter the stopped elevator car while the elevator car is stopped at the last-named landing and to the inability of the stopped elevator car to receive such load for operating the call means to register a call for elevator service for the last-named landing.

9. In an elevator system, a structure having a plurality of landings, a plurality of elevator cars, means mounting each of the elevator cars for movement relative to the structure to serve the landings, motive means for moving each of the elevator cars, call means operable from each of the landings for registering a separate call for service in a tirst direction from each of the landings, and control means cooperating with the motive means for moving the elevator cars and for stopping the first available one of the elevator cars set for travel in the iirst direction at a landing for which a call is registered by the call means, separate detecting means associated with each of said elevator cars at each of said landings for detecting the presence of a load positioned for entering the associated elevator car, means responsive to the stopping of one of the elevator cars while set for travel in the first direction at a landing in response to a call registered by the call means for the last-named landing for cancelling the lastnamed registered call, and operating means responsive jointly to the detection by the detecting means for the stopped elevator car of load positioned to enter the stopped elevator car set for travel in the rst direction while the elevator car is stopped at the last-named landing and to the inability of the stopped elevator car to receive such load for operating the call means to register a call for elevator service for the last-named landing, said operating means being ineffective for operating said call means while the elevator car is set for travel in a second direction.

l0. In an elevator system, a structure having a plurality of landings, a plurality of elevator cars, means mounting each of the elevator cars for movement relative to the structure to serve the landings, motive means for moving each of the elevator cars, call means operable from each of the landings for registering a separate call for service from each of the landings, and control means cooperating with the motive means for moving the elevator cars and for stopping the first available one of the elevator cars at a landing for which a call is registered by the call means, separate detecting means associated with each of said elevator cars at each of said landings for detecting the presence of a load positioned for entering the associated elevator car, means responsive to the stopping of one of the elevator cars at a landing in response to a call registered by the call means for the last-named landing for cancelling the last-named registered call, and operating means responsive jointly to the detection by the detecting means for the stopped elevator car of load positioned to enter the stopped elevator car while the elevator car is stopped at the last-named landing and to the inability of the stopped elevator car to receive such load for operating the call means to register a call for elevator service for the last-named landing, said operating means being effective only after said stopped elevator car is conditioned to leave the landing at which such car is stopped.

ll. In an elevator system, a structure having a plurality of landings, a plurality of elevator cars, means mounting each of the elevator cars for movement relative to the structure to serve the landings, motive means for moving each of the elevator cars, call means operable from each of the landings for registering a separate call for service from each of the landings, and control means cooperating with the motive means for moving the elevator cars and for stopping the first available one of the elevator cars at a landing for which a call is registered by the call means, separate detecting means associated with each of said elevator cars at each of said landings for detecting the presence of a load positioned for entering the associated elevator car, means responsive to the stopping of one of the elevator cars at a landing in response to a call registered by the call means for the last-named landing for cancelling the last-named registered call, and operating means responsive jointly to the detection by the detecting means for the stopped elevator car of load positioned to enter the stopped elevator car while the elevator car is stopped at the last-named landing and to a predetermined loading of the stopped elevator car for operating the call means to register a call for elevator service.

l2. In an elevator system, a structure having a plurality of landings, a plurality of elevator cars, each of said elevator cars having a door and door-operating means for opening and closing the door, means mounting each of the elevator cars for movement relative to the structure to serve the landings, motive means for moving each of the elevator cars, call means operable from each of the landings for registering a separate call for service from each of the landings, and control means cooperating with the motive means for moving the elevator cars and for stopping the first available one of the elevator cars at a landing for which a call is registered by the call means and initiating a door-opening operation of the dooroperating means for stopping the elevator car, initiating means responsive to expiration of a time following the stopping of an elevator car at a landing for initiating a door-closing operation of the door-operating means for the stopping elevator car and subsequent movement of the elevator car, load-responsive means for each of the elevator cars responsive to the loading of the associated elevator car, separate detecting means associated with each of said elevator cars at each of said landings for detecting the presence of a load positioned for entering the associated elevator car, means responsive to the stopping of one of the elevator cars at a landing in response to a call registered by the call means for the last-named landing for cancelling the last-named registered call, and operating means responsive jointly to the detection by the detecting means for the stopped elevator car of load positioned to enter the stopped elevator car while the elevator car is stopped at the last-named landing and to the operation of the load-responsive means following initiation of closure of the door of the stopped elevator car for operating the call means to register a call for the last-named landing.

13. In an elevator system, a structure having a plurality of landings, a plurality of elevator cars, each of the elevator cars having a door and door-operating means for opening and closing the door, motive means for moving each of the elevator cars, first call means operable from each of the landings for registering a separate call for elevator service in a first direction for each of the landings, second call means operable from each of the landings for registering a separate call for elevator service in a second direction for each of the landings, control means cooperating with the motive means for moving the elevator car and for stopping each of the elevator cars at a landing approached by each of the elevator cars for which a call is registered by the call means of the approached landing which may be served by continued movement of the approaching elevator car in the direction of such approach and for initiating a door-opening operation of the door-operating means for such approaching elevator car, initiating means responsive to expiration of a time following the stopping of any of the elevator cars at any of said landings for initiating a door-closing operation and subsequent starting of the stopping elevator car, means effective during the stopping of any of the elevator cars at any of the landings in response to a call registered by one of the call means for resetting such last-named call means, separate load-responsive means for each of the elevator cars responsive to the loading of the associated elevator car, separate detecting means for each of said landings and for each of said elevators cars for detecting the presence of load positioned outside the associated elevator car adjacent the passage closed by the associated door, and operating means responsive to the joint operation of the load-responsive means and of the detecting means following initiation of closure of the door of any of the elevator cars stopping at any of said landings in response to a call registered by the rst call means for operating only the last-named call means to register a call for the last-named landing.

No references cited. 

